Concentric steering column gearshift



Nov. 30, 1948. M. JovANovlcH `ET Al. 2,455,179

CONCENTRIC' STEERING COLUMN GEARSHIFT 2 sheets-sheet 1 Filed OCT.. 19.1945 llllllilllllll l IIIIIIIII Nov. 30,1948.

M. JOVANOVICH E T AL C ONCENTRIC STEERINGCOLUMN GEARSHIFT" 2Sheets-Sheet 2 Filed 001'.. 19! 1,945

Patented Nov. 30, 1948 CONCENTRIC STEERING COLUMN GEARSHIFT MiltonJovanovich, Detroit, and John J. Wharam,

Dearborn, Mich., assignors to Ford Motor Company, Dearborn, Mich., acorporation of Dela- Walle Application October 19, 1945, Serial No.623,246

8 Claims. l

This invention relates to gearshifting or selecting devices as used onautomotive vehicles; and, more particularly, to a gearshifting devicelocated on the steering column of the vehicle having an operating leveradjacent the steering wheel and utilizing a concentric tube mountedexteriorly of the steering column and adapted to be reciprocated andoscillated to effect the desired selection.

The use of the steering column type of gearshift control is now all butuniversal in motor vehicle practice, but `by far the greater number ofthese devices utilize a separate rod mounted alongside the steeringcolumn and controlled by an operating lever for reciprocation androtation or, in combination with a cable, for rotation of the rod andreciprocation of the cable to effect the desired gear selection. Whilethese devices have reached a high state of perfection in so far asmechanical efficiency is concerned, they'all suffer from the primedefect that they adversely affect the appearance of the interior of thevehicle. The secondary tube is unsightly and, usually being in closeproximity with the steering column itself, affords a lodging place inwhich dirt accumulates andA which is difficult to clean. Moreover,special provision must be made for passing the secondary tube throughthe instrument panel of the vehicle and this, too, detracts from thedecorative effect of that portion of the vehicle, Further, spaceimmediately behind the instrument panel is at a premium due to thenecessity for mounting the various instruments, controls, wiring and thelike, and it is often diflicult to make a satisfactory arrangement forthese components and provide room for the secondary tube as well.Another defect lies in the fact that in traversing in the toeboard ofthe vehicle, two holes rather than one must be insulated against theentry of engine fumes, cold and dirt, leading to further 'complication.Finally, some provision must be made for an operative connection betweenthe lower end of the secondary shaft and the transmission, per se; andas this usually takes the form of a selective clutching device,considerable space is required for the installation and operation of thenecessary machanism. Apart from this, it is diicult to secure andprotect adequately the clutching mechanism, and it is subject to damageand displacement.

The advantage of the concentric type of gearshift is that each of thesedifficulties or defects is overcome. Since there is but one tube, itlends itself to decorative treatment and the assembly is easy to clean.It requires little more space than `the simple steering column itself,and but one hole is required where it traverses the toeboard. Since theelements are concentrically arranged, the clutching device can be madeintegral with the steering column, per se, requiring much less room andaffording greater protection for the parts. y

Of course, the use of the concentric tube type of shift control hasoften been suggested; 'but the purpose of this present invention is toprovide such a concentric arrangement which is notably superior vin easeand effectiveness of operation.

both at the upper or operating end and the lower or clutching end andwhich is particularly clean and decorative in appearance throughout. Theadvantage of the present invention is that the concentric shifting tubeforms the outer element of the steering column assembly and while bothrotatively and reciprocally mounted, there are no gaps at any pointwhich cause it to appear other than as a continuous structural element.Another advantage of the present construction is that it is certain' andeasy in operating and will not become noisy or loose, even afterconsiderable wear. A

further advantage 'of the invention is that the y device, as a whole, isextremely economical to manufacture and utilizes, for the greater part,standard structural sections and may be manufactured according to asimple and uncomplicated procedure. Still another advantage of theinvention is that an improved support is included which not only permitsfree oscillation and rotation of the shifting tube but also affords a rmsupport for it and the usual steering column and steering shaft, aswell, while enclosing the essential mechanism.

Still another advantage is that all the internal elements are fullyenclosed and there is no opportunity for leakage of the lubricant,rIndeed, for the most part, the design is such that no lubricant isrequired. Yet another advantage lies in the ease of assembly of thedevice and the fact that the necessity for precise adjustment is kept toa minimum. A further advantage lies in the structural relationship ofthe steering column shaft, steering column and concentric tube wherebyeach of them reinforces the other and together they reinforce theinstrument panel of the vehicle giving a much stronger construction thanhas heretofore been possible. Another advantage lies in the lower end orselective clutch construction which is simple to manufacture andrequires much less space than that usually found necessary in othertubes of shifts.

With these and other objects in view, the invention consists in thearrangement, construction and combination of various parts of theimproved device, described in the specication, claimed in the claims andillustrated in the accompanying drawings, in which:

Figure l is a transverse sectional view through the upperfendoirthe-steering assemblyjembodying the concentric shifting tube.

Figure 2 is a transverse section taken substantially on the line 2 2 ofFigure l.

Figure 3 is a partial sectional elevation through the forward portion ofa motor vehicle-showing the general arrangement of the gearshiftingdevice with the other components'foi thevehicle.

Figure 4 is a longitudinalfverti-cal sectionl through portions of thesteeringgcolrumnz...

Figure 5 is a plan view of the lower end of the steering column showingthe... clutchingdevice,

parts of the structure being broken away to show the internalconstruction.

Figure 6 is a transverse section taken substantiallymn"theflinerie-ofFigurezd.

Figure "1 is aslongitudinalfvertical sectiom. substantialljnfull size,taken. adjacent therfpoint of attachmentr of the; steeringv column tothe in'- strument zpanel, particularly to showfthe` bearing mean-.sprovided between the concentric shitting tuberandtl'ie.steeringgaolumn-in afmodied form otfthesinvention:

Figure-:8 is @longitudinal-vertical 'section-of the-slower'Lerrdziotfthe-column assembly showing n.

a:.1nodied 'forxmof `theeclutching device.

Referring rst Lto` Figuref,` thezgeneralV relationshipizofithecomponentsfinvolved is shown. Reference..character'; iIJzgindicates theside member ofanautomobileevehiclefframe,portions of which are-brokenaway to :shovnthe structure inwardly thereof;l Theframee Ill:lsupports-:the motor Ii to.4 whichris :attachedlithe iclutchzhousing Y I2 and the transmission-:I3?as;:weilf as-the'bod-y, the -pertinentipartsof which are shownas theinstrument panel-14, cowl-'15,"dashboardd, tceboard :II and floor#l I8'fr They steering1gea-r I9 `isalso rigidly secured -toftheffrarne-Izfand irnmovably supports thesteering:l co1umnu2l fon: whichfthe; steering Wheel 222-v is .rotatablymountedci The isteering oolumne21 is attachedzto.: the instrurn-entpanelI4 .fbynthei bracket123; andumounted -on thef-steering-:columml .forlimitedgreciprocation and rotation: is the rconcentric; shifting 1 tube`24 .fwhose movements= areal controlled? by theVv gearshi-ftingleven-25S Thefconcentric:tube 2 4 terminates at itslloweriendinablutching mechanismfindicated generallyz' at 26o whichlyincludesftwoE operating levers 21 and.'ZBiwhichaaregconnectediby the'links 29 and30 to the shifting levers 32 andt33 :on: the transmission I 3.,"

Referringenoweto Figures 1 and2,onev form .of upper'structure end of thedevice 0f this invention is'ashown;v It will1herezbe'notedthat the upperend -otathefsteeringcolumn 2 I is iixed-onfa sleeve 3I of ther-head 34`:whichusl preferably formed as aadiefcastingfrandlias;` afupartia-l,annular `slot in. .the sleevea 3i fandfzaiiconcentric .channel 36`loetweenvzthe :sleeve 3l r and zthe-,zmain bodyU of;- the head 34.:`Thesteering shaft F31, which leads to the: steering: gear I9; isrotatably supported` in the-:bearing:38adjacent to. theupperend-nf thecolumn 2 I' fand-is xediofthe fhub :39zof .the steer inv-g wheel'22. Inthe present-construction; the

head `34fandrhub 39 togetherenclose adirectional isignal:operatingswitch havinga. control [lever 4I lpivotally.mountedf-onffpin 42 and selectively engaging the contact 43:1A Theswitchxisof fthe general l.type gshown` in 1 United.V States .Patent2,2695499; in'. which ra; full descriptionl ofl it z will be found. Thesteering shaft 31 is hollow and through it extends the horn controlcable 44 terminating in the head 45 having a contact 46 and reciprocablysupported in the housing 41 by the spring 48. The horn button 49 isreciprocablymounted.- within thea-hub. 394 and... is held in p lace bybayonet lugs 5|"interlocking with the dished member 52 and normallyurged outwardly by the spring 53.

The concentric tube 24, in this form of the device, has an integrallyformed side extension 54 adjacent its upper end in which the gearshiftlever25.is pivotallyi-mounted on the pin 55 withits-inner-end-l56=seated in the annular slot 35.

Tlie sidewalls 51 -offthe extension 54 are parallel for at least apartvof their extent and slidably supportthe bosses 58 formed on thegearshifting lever 25"intermediate the pivot 55 and the inner end;V 563during pivotal movement of the lever about the pin. A resilient sleeve59 fits over the gearshifting.-leverzadjacentAthepinSabutting againstthel shoulder 6I andthewallsr 51 .sealing the interior of thetube andcushioningthe .opera.. tion...of tha-lever. A ccmpression...spring..62.is interposed between the lower edge.of-the..sleeve 3l and; an annular.support ..63secured,.lto.lthe concentricftube. 24- normally. urging..the; tube downwardly. The ,fabricvbushing 64 pressed, into the upper-endof the. concentriotube 24 ,engages theouter surfaceof thesleeve 3l,permittingree relative reciprocation oroscillation between ,theseelements. An internal. reinforcing. tube 65 is pressedwithin the. upper.end. of thesteering column .2i and has an.-inset portion Sito accom:modate the cable-:61 leading from; the= directional signal Icontact43tothe main electrical harness of the vehicle. A modified form :ofthis` general upper.` end con-structionfis shown. in copendingapplication.LSerialeNa 623,248 led October. 19, 1945,- noWyPatent No.`2,455,204,- dated `November 30,#1948.-

Reerencelisnowmadeto Figures 4 andV .Gishowingthe manner ofwsupportinglthisconstruction. It will benoted that `an opening 68. is formed `.intheuppenside oftheconcentric tube 24extending about 30 `degrees-Yon4either side-otthevevertical andffat leastflongenough .to admit of. thenecessary; reciprocationf-of theY tube. Thevbracketl23 has afspaced.=.pair ofobliquelyfaced-bosses69 adapted to bear-*against the Llowerflange :1I of the instrument panel I4 and secured in place by cap:screws- 12 extending: throughv it and.; a reinforcing.channel-13..-. The:bracket 23 has-a central; longitudinal` slot 14 anda dependingsemicylindiiical skirt'i15 extending longitudinally of `fthe columnrsuciently to "cover the opening Ea'dn'eitherpositionfpoftreciprocation'of the tube 24 and aroundfrthe 'tubeasulcientlyd to seal' `the opening;68 in'` either position of oscillation of the tube: A cap-screwy 16:extends -V through the slot 14 :and 1an opening-iinthe-steering v,column-2 I and .threadedlyf` engages a .reinforcingzisleeve 11within'thesteeringzccolumn-ZI. The slot 141permitsigthe Inecessarylongitudinal Li adjustment. between the4 instrument .panel fand, thefixed'point provided. bysthezsteeringf. gear. I 9 ;A Land when: `thecapxnscrew .-16 zlsgudrawnnup;l thevsteering .column 2I .iserigidlyclampedrtok the bracket-=23 and 4,thus to the instrument panel I4. Atthe gsamectime, the;r concentric: tuba'24` isfree-L to oscillate randrotate. onztheisteering :column .2l :but the skirt 1 5 feiectivelyencloses. the .opening'in-l it necessary for=thefsupportfoftheiassemblyzf A- fabric bushe ingulis ,interposed between thetube:24.:and: the column' 2l' adjacent theI opening'r fora'purpose whichwill be described in full with relation to Figure '1. An opening 60 inthe bracket 23 permits the directional signal cable y|51 shown in Figure2 to pass from the inset 86 in the tube 55 for connection to theappropriate lighting circuit behind the dash so that even thisconnection is fully concealed.

Figures 4 and 5 show one form clutching device which may be used at thelower end of the steering column. This comprises an end section 18 ofincreased thickness formed at the lower extremity of the concentric tube24 in which are inserted the diametrically opposed clutching pins 19. Apair of concentric sleeves 8| and 82 are rotatably mounted on theexterior of the steering column 2| and held against relativelongitudinal displacement between the two annular channels 83 formed inthe steering column 2|, the lower end of the inner sleeve 8| being spuninto the lower channel and a snap ring 84 seated in the upper channelsecuring the upper ends of both sleeves 8| and 82 through a springwasher 85. The operating levers 21 and 28 are secured to the sleeves 82and 8| and each sleeve has oppositely disposed T slots designated as 86in the inner sleeve 8| and 81 in the outer sleeve 82 which may beselectively engaged by the clutching pins 19.

It is believed the operations will be quite clear from a considerationof Figures 4 and 5 showing that when the concentric sleeve 24 is inlower l position of reciprocation the clutching pins 19 engage the innersleeve 8| for rotation but do not engage the outer sleeve 82 since thepins 19 are then aligned with the head of the slot 81 in the outersleeve. In the same manner, when the concentric tube 24 is in theuppermost position of reciprocation, the clutching pins 19 are thenaligned with the head of the T slot 86 in the inner sleeve 8| androtation of the tube 24 occasions rotation only of the other sleeve 82.The usual interlocking device which prevents simultaneous operation ofboth sleeves 8| and I82 is incorporated in the transmission of theVehicle as is quite customary in this type of gearshift, and theclutching device merely transmits the torque of the concentric tube tothe selected sleeve and then to the associated operating lever. A morecomplete description of this structure is contained in the copendingapplication expressly directed to it and filed this day.

Attention is now directed to Figure 8 showing a modified form of thelower end construction conforming in operation to the structure shown inFigure 5 and the lower portion of Figure 4. Here, the concentric tube isindicated at |24 enclosing, as above, the steering column |2| and thesteering shaft |31. The lower end of the concentric tube |24 is 4flaredoutwardly at |90 to receive and secure the reinforcing sleeve |9| inwhich are welded the studs |92 whose Shanks |19 serve as the clutchingpins described above. The outer end of the flared portion |90 is thenturned over as at |93, a felt seal |94 being interposed to Vkeeplubricant within the housing so formed. As before, two concentricclutching sleeves |8| and |82 are rotatably mounted on the steeringcolumn `|2| and held in position at one end by the snap ring |84 in thechannel |83 and the spring washer |85. A flanged band |95 is secured toeach sleeve, that for the outer sleeve |82 alone being shown in full,although the cylindrical portion of the band |95 for the outer sleeve|82 is shown in part. To these flanged bands |95 are then securedoperating levers such as those shown in Figure 5 for transmitting therotational torque of the selected concentric sleeve |8| or |82 to therespective operating lever on the trans-L mission. As before, thesleeves are equipped with T slots |86 in the inner sleeves |8| and |81in the outer sleevel82 permitting selective clutching to either sleevedepending upon the reciprocated position ofthe tube |24.

A further modification of the supporting bracket is shown in Figure 7corresponding to the structure shown `in the midportion of Figure 4 andin Figure 6. Here the same reference characters are applied as in Figure8, and the supporting bracket is shown at 23. As before, this bracket isconnected by a cap screw |16 engaging the reinforcing sleeve |11 in theinterior of the steering column |2|. The cap screw is mounted in theelongated central slot |14 in the bracket to permit longitudinaladjustment. The bracket |23 has the skirt |15 covering the opening |68inthe concentric tube |24. The bearing 10, referred to in connectionwith the description of the midportion of Figure 4, is shown here as |10and is of the fabric type having a metal casing 98 pressed within thesteering column I2| and located a short'distance below the opening |88through which it is introduced. The complimentary bearing membercomprises a sleeve |91 having a raised center portion |98 and a numberof 'ears` |99 at each end. This sleeve is slipped over the exterior ofthe steering column |2| and and brought to approvimate position on it.The ears |99 are then bent inwardly to engage the holes 200 located inthe steering column locating the sleeve |91 longitudinally to engage thebearing |10 throughout its range of reciprocation with the concentrictube |28. The use of a separate sleeve permits much easier assembly ofthe device, since the concentric tube may slide into almost nal positionwithout engaging the bearing surface.- This construction makes full useof the structural resistance of the concentric tube |24 in reinforcingthe steering column assembly as a whole. Although the steering shaft |31is considerably heavier in cross-section because of its muchsmallerradius, it is not particularly resistant to bending stresses imposed atthe wheel; and while it is reinforced to some extent by the steeringcolumn |2|, there is no direct connection between these two componentsexcept at their upper and lower ends. As a result, when the driverplaces any particular Weight on the steering wheel, the column tends tobend considerably and despite the fact that it is attached to theinstrument panel, this latter element is itself not sufficientlyresistant to prevent considerable misalignment. However, by providingthe bearing just described, the resistance to bending of the concentrictube |24, which has the maximum diameter and hence the more efficientdistribution of metal, is added to that of the assembled column andshaft and as a result, the outer tube, although slidably andreciprocably mounted, materially assists in supporting the steeringcolumn |2| immediately adjacent the attachment of the latter element tothe instrument panel, giving a much more resistant assembly throughout.A somewhat more detailed description of this will be found in thecopending application thereon filed this day.

The advantage of the foregoing construction is believed to be quiteclear from the detailed -description of the parts as well as therecitation of their operation in performing the various gearshiftingfunctions. As pointed out previously, the instant device may be mademuch 'Z natcrlookine than is: possibleiwith separate,v tube shiftersfit-is more compact, itmay-be sealed against leakageof lubricants, and,Aitl` is a more economical constructijonboth as to the'clntching andtheoperatingfzmeans-than areff'any of the generally used shiftingdevices.` s i It is thought that certain changes mayi be made :in thedetailed constructionvhere shown, and itis lthe intentionto cover bythe-claims such `changes'as are reasonably included within the scopethereof.

.f'he'invention claimed is:

I l.; In a gearshiiting mechanism associated With the steering column ofa motor vehicle,- .compris- -insfatube concentrically vmountedexteriorly of said columnr for reciprccationfand` rotation with lrespectthereto, a pair lof axially aligned varms rotatably mounted onsaidsteering column` adjacent .the lower part thereof, clutchmeans-operatedby said tube; for selective engagement and operation ofsaid 'arms land means adjacent. the upper'end ofsaid steering column toreciprocate arldrotateV said tube'comprising a fulcrumfbracket xed withrespect to and extending outwardly offsaid` tube and an operating leverhaving an intermediate pivot von saidv fulcrum bracket. and its innerend engaging saidsteering'column.

2.` In'a'gearshifting mechanism associated with 'thefsteering column ofamotor Vehicle, comprising, a tube concentrically mounted exteriorly ofsaid column for reciprocation and rotation with respect thereto, a pairof axially aligned arms rotatably mounted on said steering columnadjacent the lower part thereof,v clutch means operated -by said tube-ior selective engagement and operation of said arms-,means adjacent theupper endv of said steering column to reciprocate and rotate said tubecomprising a lfulcrurrr*bracket vfixed with respect to and extendingoutwardly 'l of said tube and an` operating llever havinganfintern-lediate pivot on said 'fulcrum'bracketand its inner endengaging said steering column, said steering column terminating inla xedhead having a circumferential channel overlyingl and receivingfthe upperend of' said tube throughout rits positions of recprocation'.

3. Ina` gearshiiting mechanism associatedwith the steering column of amotor vehicle, comprising, a tube concentrically mounted outside saidcolumn for reciprocation 4and rotation withY respect thereto, a pair ofaxiallyaligned armsf rotatably mounted on said steering column adjacentthe lower' part thereof, 1.a clutch `means operated by said tube forselective engagement and operation of said armsmeans-v adjacent theupper end-of said steering column to reciprocate y'and rotate'said tube,said last-named means including an integral fulcrum bracket extendingoutwardly from sai-d tube and `an operating lever Vhaving anintermediatepivot on saidlfulcrum bracket-and its innerend engaging'said steeringcolumna xed head at the upper endy of said steering column, acircumferential channel in the lower surface of said head receiving theupper end-of said tube in its successive positions `of reciprocation,and spring means interposed between said head and said tube normallyurging said tube `toilits lowermost position of -reciprocation` 4. vIn agearshifting 'mechanism' associated'with thef steering column andinstrument' panel-vof a motor vehicle, comprising,` a tubeconcentrically mounted outside said column'for reciprocation androtationwith respect thereto,:a pair otaxially aligned arms rotatably mounted-onsaldi-steering column adjacent the lower part thereof, clutch meansoperated by said tube for selectivel engagementend voperation of saidarms, a fulcrum bracket extending outwardly of said tube adjacentthezupper portion thereof, an operating lever having .an Aintermediatepivot on said fulcrum bracketand its inner end engaging said steeringcolumn, a rigid connection between said instrument' panel and saidsteering column, said connectionlcomprising a bracket secured at one endto said steeringcolumn and at its other end to said instrument panel andpassing through a longitudinal slot in said tube between said ends.

`5. Ina gearshiiting mechanism associated with the steering column andinstrument panel of av motor vehicle, comprising, a tube concentricallymounted outside said column for reciprocation and rotation with respectthereto, a pair of axially aligned arms rotatably mounted on saidsteering 'column adjacent the lower part thereof, clutch means operatedby said tube for selective engagement and operation of said arms, afulc-rum 4bracket extending outwardly of said tube adjacent the upperend thereof, an operating lever having an intermediate pivot on saidfulcrum bracket and its inner end engaging said steering column, abracket secured to the lower edge of said instrument panel and to saidsteering column supporting said panel and column in spaced relationship,said tube havingA a slot encompassing said bracket to permitrecprocation and rotation of said tube between said -panel and column,said bracket comprising a skirt overlying the exterior of said tubeadjacent said opening and adapted to coversaid opening in the various`positions of reciprocation and rotation of said ube.

6. In a gearshiitingmechanism associated with the steering column of amotor'vehicle, comprising, a tube concentrically mounted outside suchcolumn for reciprocation and rotation with respect thereto, a pair ofaxially aligned arms rotatably" mounted on said steering column adjacentthe lower part thereof, said arms adapted to be connected to atransmission for selective operation thereof, clutch means operated bysaid tube .for selective engagement of said arms through reciprocationof said tube and operation of saidfarm so selected by rotation of saidtube,a fulcrum. bracket formed with said tube and extending outwardlythereof adjacent the upper end osaid column, an operating lever havingan intermediate pivot in said fulcrum bracket and its inner end engagingsaid steering column, a head rigidly secured to the top of saidsteeringcolumn, an.' annular slot in said head receiving the inner end of saidoperating lever, a circumferentialfslot inthe lower surface of said headreceiving the upper end of said tube throughout its positions ofreciprocation, and abracket for said steering co1- umn cdaptedto beattached rigidly to said instrument panel, said bracket traversing anelongated opening 4in said tube and having a skirt overlying the `outersurface of said tube and covering said opening throughout the variouspositions of reciprocation-and rotation oirsaid tube.

7. YIn a gearshifting mechanism associated with` the steering columnandinstrument panel ofalmotorvvehicle, comprising, a tube concentricallymounted outside such column for reciprocation and rotation with respectthereto, VVa pair off'axially .aligned arms rotatably mount-l ed on saidsteering column adjacent the lower part thereof, means connecting saidarms -vto the-transmission oisaid motor-vehicle for selective operationthereof, clutch means rotatably mounted on said steering column operatedby said tube for selective engagement and operation of said arms, saidclutch means selecting one of said arms on reciprocation of said tubeand operating said selected arm by rotation of said tube in saidposition of reciprocation, a head rigidly secured to the upper end ofsaid steering column, a fulcrum bracket formed with said tube andextending outwardly therefrom, an operating lever having an intermediatepivot on said fulcrum bracket, an annular slot on said head aligned withsaid bracket, the inner end of said operating lever being received insaid slot to serve as a fulcrum for the up-and-down movement of saidlever, and to permit joint rotation of said lever and said tube withrespect to the axis of said column, a circumferential slot in the lowersurface of said head receiving the upper end of said tube throughout itspositions of reciprocation, a connection between said instrument paneland said steering column comprising a bracket rigidly secured to saidlast two members and passing through an elongated opening in saidREFERENCES CITED The following references are of record in the le ofthis patent:

UNITED STATES PATENTS Number Name Date 1,425,227 Woodward Aug. 8, 192220 1,515,236 Woodward Nov. 11, 1924 1,815,871 Douglas July 21, 19312,317,654 Wharam April 27, 1943

